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E. DEMING. AUTOMATIC ELECTRIC SAFETY SYSTEM FOR RAILWAY CROSSINGS. N0.452,874. Patented May 26,1891.

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E. DEMING. AUTOMATIC ELECTRIC SAFETY SYSTEM FOR RAILWAY GROSSINGS. No.452,874. Patented May 26,1891.

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UNITED STATES PATENT OFFICE.

EDWARD DEMING, OF BROOKLYN, ASSIGNOR OF TlVO-THIRDS TO ADOLPH KAUFMANNAND ISAAC STERN, OF NEXV YORK, N. Y.

AUTOMATlC ELECTRIC SAFETY SYSTEM FOR RAILWAY-CROSSINGS.

SPECIFICATION forming part of Letters Patent No. 452,874, dated May 26,1891.

Application filed September 24:, 1890. Serial No. 365,985. (No model.)

To ctZZ whom, it may concern.-

Be it known that I, EDWARD DEMINo, a citizen of the United States, and aresident. of Brooklyn, county of Kings, and State of New York, haveinvented a certain new and usefullmprovement in Automatic ElectricSafety Systems for Railway-Crossings, of which the following is aspecification.

My invention relates to an electric safety system for railway-crossingswhere one railway passes over a second railway.

The object of the invention is to provide a system in which a train willbe automatically stopped within a predetermined dis- 5 tance of thecrossing when another train is at or near the crossing on another track.

The invention is applicable to a double track crossing a double track.

The invention in all its details is repre- 2o sented in the accompanyingdrawings.

Figure 1- is a side elevation of a locomotive equipped with theinvention as far as the limits of the locomotive are concerned. Fig. 2is a plan, partly in diagram, of two double- 2 5 track railways crossingeach other equipped with the invention. The mechanism for operating thecircuit-closers of certain batteries is not visible in this figure, asit could not be represented clearly on such a small scale,

but is shown as to location by the black boXes. The mechanism itself,with a portion of the conductors and circuits, is shown in Fig. 3, whichillustrates how a battery on the ground may be put in circuit with 3 5an electromagnetic device on the locomotive. Fig. 4 is a view, partly indiagram, of the electrical connection between the locomotive and therest of the system. Figs. 5 and 6 are horizontal sections of a portionof the tracks andof the levers by which the locomotive may operatecertain circuit-closers. Figs. 7 and 8 are views of the side of aportion of the rails, showing the cams which come in direct contact withthe locomotive-wheels if the train is going forward, or car-wheels ifthe train is backing.

Referring to the drawings, (t represents an electric motor carried in acasing b on top of the locomotive c, and provided with cranks d and c,which connect, respectively, to the handles f and f of thethrottle-valve and automatic brake on the one hand and the handlef ofthe sand-distributer, all by means of levers g. The electric motor is incircuit by means of the conductors h with the bat- 5 5 tery 2', locatedconveniently in the cowcatcher Referring to Fig. 4, the battery i has acircuit-closer t, whose terminals h are in oir cuit with one of theconductors 72,. The cir- 6o cuit-closer 2" carries an armature t' and ispivoted at m. A magnet a is within inductive relation to said armatureand has one terminal 0 in circuit with a locomotivewheelp and the otherterminal 0 in circuit with the trolley-wheel p, which runs uponsectional conductors q q q q, dsc. The car-wheels necessarily makeelectric contact with the track which is in circuit with the ground.Therefore the locomotive-wheelp is electrically connected to ground. Inorder to prevent confusion, the locomotive is omitted from Fig. 2; butthe operation of the system can be defined by representing thereon themagnet n in two positions, the one on one track and the other on theother track of one of the railways. One pole of the magnet is shownconnected to a dotted line marked Ground. The other pole of each magnetis represented as in contact by means of conductors o" and owith thesections q and Q, which are sections preferably not nearer thanone-quarter of a mile of the point of crossing.

Let it be assumed that a locomotive is approaching the crossing in thedirection of the 8 arrow X, and on that track represented by the arrow.In passing alever 0', which is pivoted at the point 0", and which ispivoted to a lever 1', which is a circuit-closer, the locomotive-wheelsoperate the lever so as to close 9c the circuit of the battery I at thepoints 8 through the magnet or magnets '17. of locomotive on the doubletrack of the other railway. One of the contacts S is located upon thelever r, and the other forms the terminal of the four conductors 2, t,t, and t, two of which lead to the before-mentioned sections q and sothat a current from the battery I will pass through the magnets n, whichwill operate the circuit-closer t" of each locomotive, Ioc andconsequently the battery t' will be closed through the motor a, whichwill operate the handles f, f and f in the same manner as an engineer,and the train in each instance will be brought to a full stop beforereaching the crossing and a probable accident prevented.

In Fig. 3 the terminal of the battery I is represented by I,thatterminal being the one which is permanently connected to ground, so thatthe return-circuit may be established for any magnet a.

After the train represented by the arrow X has crossed over and passedby the lever r, and, in fact, after any wheel of said train has done so,the contacts 8 separate and remain separate until other wheels operatesaid lever. When a train is approaching in the opposite direction, asrepresented by the arrow Y, it operates the lever R, which is pivoted atthe point B and to a lever or circuitcloser I ",which has contacts S,one of which forms the .pole of a battery I", located on the oppositeside of the crossing from the battery I. The terminals of the battery Iare connected by conductors u to a magnet 1 whose armature o is attachedto the circuit-closer 'r,-so that when said battery is closed throughthe magnet the contactss are closed and circuits formed through themagnets n in the same manner as when the train X operated the lever a".

In Figs. 7 and 8 the cams to project above the rail, so that the wheelon the track will force it to one side, the cam being pivoted to thelower part of the rail at the point to in each case. The cam w pressesupon a projecting pin y, so that when said cam is moved the lever 4 isturned upon the pivot 1", which is seen in Figs. 2 and 3.

I claim as my -invention- 1. In an electric safety system forrailwaycrossings, the combination of locomotives provided with electricmotors which are engaged with the throttle-valves, automatic brakes, andsand-distributors, electric batteries in circuit with said motors andcarried by said 10- comotives, electro-magnets on the locomotives and incircuit with stationary batteries on one side of the crossing,circuit-closers for the first-named batteries controlled by saidmagnets, and levers projecting above the tracks and in the paths of thelocomotivewheels and engaged with circuit-closers for the stationarybatteries.

2. In an electric safety system for railwaycrossings, the combination oflocomotives provided with electric motors which are engaged with thethrottle-valves, automatic brakes, and sand-distributers, electricbatteries in ci rcuit with said motors and carried by said 10-comotives, electro-magnets on the locomo- 6o tives and in circuit withstationary batteries on one side of the crossing, circuit-closers forthe first-named batteries controlled by said magnets, levers projectingabove the tracks and in the paths of the locomotive-wheels and engagedwith circuit-closers for the stationary batteries, independentstationary batteries upon the opposite sides of the crossing, providedwith circuitclosers controlled by the locomotives, and electro-magnetsin circuit with the last-named batteries and controlling thosecircuit-closers which are in circuit with the first-named stationarybatteries.

3. In an electric safety system fora railwaycrossing, the combination,with any given.

track, of batteries located upon opposite sides of said crossing and ator near said track, a circuit-closer for each battery controlled by atrain upon said track, the one battery being in circuit withrelay-magnets upon the 10- comotives and the other in circuit with arelay-magnet for one of the said circuit-closers, the first-namedrelay-magnets controlling local circuits which include electric motors,and the motors being engaged with means, such as the throttle-valves,for stopping the locomotives Within a predetermined distance of saidcrossing.

4:. In an electric safety system for railwaycrossings where one or morerailway-tracks extend in one direction across one or more railway-tracksextending at an angle thereto, the combination of sectional conductorsextending along each track, trains provided with magnets whose one setof terminals is provided with trolleys in contact with said conductorsand whose other set is in contact with the ground through the wheels ofthe trains, the said magnets controlling local battery-circuits on thelocomotives, and said circuits including electric motors which areengaged with means, such as automatic brakes,for stopping the trains,stationary batteries at the crossing grounded at one set of 'poles, theother poles being connected to those sectional conductors within apredetermined distance from said crossing, and circuit-closers for thelast-named batteries controlled by the trains upon said tracks,substantially as and for the purpose described.

In testimony that I claim the foregoing as my invention I have signed myname, in pres ence of two witnesses, this 19th day of September, 1890.

. EDWARD DEMING. Witnesses: E. G. DUVALL, J r.,

EDWARD P. THOMPSON.

